Internal combustion engine



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July 7, 1931.

Filed Aug. 2a. 192s Patented July 7, 1931 PATENT or-'FICE GEORGE RILEY, F LOS NGELES, CALIFORNIA.

INTERNAL COMBUSTION y ENGINE Application illed August 28, 1928. Serial No. 302,481.

This invention is a continuation in part of my copending application. Ser. No. 223,572, filed October 3, 1927, and relates to an internal combustion engine arranged for two cycle operation and adapted for combustion of the working charge by either carburetion of the fuel and spark ignition, or by compression of fuel with ignition by fuel spray injection. It is an object of the invention to provide a two cycle operation employing a single movable valve for controlling both the intake and the exhaust, the movable valve being preferably adapted for sliding movement between the working piston and the cylinder wall so as to open and close the intake and exhaust in the proper sequence with relation to the position of the piston, and the sliding valve being adapted to open the exhaust in advance of opening of the intake after the charge has 'F20 been fired in order to exhaust the spent charge, and to then retain both the exhaust and intake in open position for scavenging the cylinder by the pressure under which the incoming charge is supplied to the cylinder,

'25 and to finally close the exhaust rior to closing of the intake so that at the eginning of the compression stroke the charge which has been forced into the cylinder will already be under pressure in accordance with that utilized for supplying the charge.

It is a further object of the invention to provide a properly timed, dependent operation ofthe sliding valve and Working plston, and to seal the valve structure with relation to the intake and exhaust ports so as to permit operative sliding movement of the valve but at the same time insure tight closing of the exhaust and prevent leakage of fuel to the crank case or escape of pressure from the incoming charge.

Further objects of the invention will be readily understood from the following description of the accompanying drawings, in which:

Fig. 1 is an axial section. through the engine.

Fig. 2 is a transverse section on the line 2-2 of Fig. 1.

Fig. 3 is a diagrammatic showing of the engine cylinder with the parts in firing posih tion. V

Fig. 4 is a similar view showing the exhaust starting to open.

Fig. 5 is a similar view showing the intake 85 startmg to open.

Fi 6 is a similar view showing the intake startlng to close.

The crank shaft 8 of the engine may be journaled in a usual crank oase 1 with the 60 open rear end of the crank case preferably closed by a cover plate 11 forming a bearing 10 for the crank shaft. The crank 'shaft .is shown as including crank arms 12 connected. by a crank pin 14, with the shaft preferably also provided with an eccentric 24 for actuating the valve mechanism; and while for simplicity of description only one engine cylinl der 3. is-shown, 'it will be readily apparent that a plurality of radial cylinders may be employed with their connecting rods engaged bythe common crank in 14 and their valve mechanisms actuated y. the common eccentric 24.

The ilmer end of cylinder 3 is preferably a 75 separate sleeve 3 removably received in a radial bore 4 in the crank case wall and seating on an annular fiange 4a at the inner end of the bore, with the outer surface of the crank case preferably forming a fiat abutment surface 5 surrounding the bore 4 so that a shoulder 6 ofthe cylinder 3 may engage the abutment surface and be fixed thereto by studs 7 for removably mounting the cylinder on thecrankcase and also retaining sleeve 3 in 85 place through abutment or shoulder 6 against the sleeve. The crank pin 14 is in alinement with bore 4 and a piston 15 is adapted to reciprocate in cylinderl 3 with its connecting rod 16 engaged by the crank pin in usual manner. 90

A sliding valve cooperates with the cylinder soas to controlboth its intake and its exhaust, and preferably comprises an annular sleeve 17 having open ends and sliding between the cylinder and its piston. The in 95 ner end of the valve sleeve extends inwardly beyond the inner end of cylinder sleeve 3* and is engaged by a connecting block 18 which slides in a guide 19 for reciprocating the sleeve valve, and the block 18 is prefer- 100 ably reciprocated by a link 21 which is actuated by eccentric 24, the parts being so arranged as to properly time the movement of the sleeve valve with relation to its piston.

The cylinder 3 is provided with an exhaust, and an intake is formed in the cylinder extension 3a. rl`he exhaust preferably comprises an annular conduit 30 formed in the wall of cylinder 3 so as to open into the cylinder through an annular port 31, and this conduit discharges into a suitable exhaust pipe 32 through a usual coupling 33. The intake in extension sleeve 3a which extends into bore 4 is shown as a plurality of circumferentially spaced slots forming an annular intake 34. An annular conduit 35 is formed in the wall of bore 4 and opens into the intake, and the conduit 35 in turn communicates with a bore 36 formed in a rearward extension 37 of the wall of bore 4. The bore 36 opens into an intake manifold 38 formed by the closure plate 11, and this intake manifold may be supplied with a combustible mixture under suitable pressure through a port 43 which is connected in suitable manner to a source of supply (not shown).

In the form of the invention illustrated the outer end of cylinder 3 is provided with spark plugs 71 and the engine is adapted for operation by carbureted fuel and spark ignition, although it will be readily apparent that the invention may be incorporated in a Diesel construction by substituting fuel spray injection for the spark plugs 71 and supplying fuel at the necessary pressure to the port 43. When employing spark ignition and a carbureter (not shown), a combustible charge which has been suitably compressed by a blower or the like (not shown), is supplied to the intake manifold 38 and thence through the bore 36 to the annular conduit 35, the cycle of operation being shown in Figs. 3 to 6.

Fig. 3 shows the start of the firing stroke, piston 15 being at the top of its stroke ready for downward movement to turn the crank shaft, and the eccentric 24 operating sleeve valve 17 so that the latter has passed approximately 45 beyond upper dead center and will move downwardly in advance of the piston with the motor turning in the direction indicated by the arrow A. The sleeve Vvalve is ported intermediate of its length with said port preferably comprising a plurality of circumferentially spaced slots forming an inlet 81, and as a result of reciprocation of the sleeve valve its open upper end covers and uncovers exhaust 31 so that said open end of the sleeve valve forms an outlet 82. With the parts in the position described, the inlet 81 is between and spaced from both intake 34 and exhaust 31 and the outlet 82 is spaced above exhaust 3l, so that the sleeve valve forms a closed chamber in the cylinder above the piston, to which a compressed combustible charge has been supplied ready for ignition.

When the charge is ignited by spark plu s 71 and the piston has been forced downwar ly approximately one-half of its stroke, the parts are in the position shown in Fig. 4, with the outlet 82 at the upper end of sleeve valve 17 ready to uncover exhaust port 31 and the inlet 81 alim'ng with intake 34 which however is still closed by the piston.

Continuation of the stroke then opens the exhaust for escape of the spent charge and subsequently opens the intake by the piston uncovering the alined ports 81-34, this position of the parts being shown in Fig. '5 with the intake just starting to open and the eX- haust remaining open so that the pressure of the incoming charge will scavenge the cylinder of the spent charge.

The inlet 81 is axially longer than port 34 so that the intake aswell as the exhaust remains open as the piston passes lower dead center, and upon the up-stroke of the piston the sleeve valve moving upwardly in advance of the piston will lirst close the exhaust port 3l so that the intake which is still open will supply a compressed combustible charge to the cylinder. The intake is then closed by inlet 81 moving beyond port 34, the position of the parts being shown in Fig. 6, and with the cylinder thus completely closed the remainder of the un-stroke of the piston will further compress the charge ready for ring,

so that the cycle of operation may be repeated.

The piston 15 is provided with usual packing rings 83, and sleeve valve 17 preferably also has a leak-proof sliding lit obtained by the use of packing rings 84-85. The rings 84 are preferably mounted on sleeve 17 adj acent its outer end so as to pack-olf between exhaust 31 and the open outer end of the sleeve, thereby eliminating the use of a usual junk ring; and rings 85 are preferably mounted in the cylinder extension sleeve 3a at both sides of intake 34, and may be radially contracted so as to tightly engage sleeve 17 by means of springs 85a mounted in recesses in sleeve 3a in back of the packing rings. The rings 85 thus pack off between the intake 34 and the inlet 81 of the sleeve valve, and also prevent leakage between the intake and the sleeve valve into the crank case of the engine.

I claim:

1. An internal combustion engine including a cylinder having an intake and an exhaust, a working piston, a single axially slidable ,sleeve valve having separate means for controlling 'the intake and the exhaust, and an operating connection causing axial reciprocation of the sleeve valve with relation to the piston so as to open the intake prior to closing the exhaust and maintain the intake substantially fully open until after the exhaust has been completely closed.

2. A two cycle internal-combustion engine including a cylinder having an intake and an exhaust, a single sleeve valve controlling `the intake and the exhaust, a reciprocating 5 piston, and an operating connection causing axial reciprocation of the sleeve valve in advance of reciprocation of the piston, the sleeve valve having an outlet at its upper end and an inlet medially of its length, andthe parts being so arranged that when the piston is at upper dead center the sleeve valve closes both the exhaust and intakelof the cylinder; and during down stroke of the piston the valve inlet alines with the cylinder intake, with the .piston closing said alined inlet and intake, and the valve outlet alines with the cylinder exhaust after the piston has completed at least one-half of its down stroke; and during the remainder of the down stroke of the pis- '20 ton the said inlet and intake and the said outlet and exhaust remain in alinement with the piston uncovering said alined inlet and intake appreciably in advance of completion of its down stroke; and at the start of the up stroke 0f the piston the said outlet is moved out of alinement with the exhaust. While the said inlet and intake remain in alinement and uncovered by the piston, and when the piston has completed a part of its up stroke the said 30 nllet is moved out of alinement with the inta e.

' 3. An internal combustion engine including a cylinder having an intake and an exhaust, a'working piston, a single axially slidcontrolling the intake and the exhaust and an operating connection causing axial reciprocation of the sleeve valve with relation to the piston so as to open the exhaust after completion of atleast one-half of the working stroke of the piston, and open the intake prior to closing of the exhaust and maintain the intake substantiallyfully open until after the exhaust has been completely closed.

ing a cylinder having an intake and an exhaust, a working piston, a single axially slidable sleeve valve having separate means for controlling the intake and exhaust, Aand an operating connection causin axial reciprocation of the sleeve valve Wit relation to the piston so as to open the intake appreciably in advance of completion of the Working stroke of the piston and prior to closing of the exhaust, and maintain the intake substantially fully open until after the exhaust has been completely closed.

5. An internal combustion engine including a cylinder having an intake and an exhaust, a Working piston, a single axially slidable sleeve valve/having separate means for controlling the intake and the exhaust, and an operating connection causing axial reciprocation of the sleeve valve with relation to the piston so as to open the exhaust after com- 4. An internal combustion engine includpletion of at least one-half of the working stroke of the piston, and open' the lntake appreciably in advance of completion of the Working stroke of the piston and prior to closing of the exhaust, and maintain the intake substantially -ully open until after the exhaust has been completely closed.

lIn testimony whereof he has affixed his signature Ito this specification.

GEORGE RILEY.

able sleeve valve having separate means for 

